It's been a while since I've posted another vehicle idea, but for good reason. I've thought of something pretty wild. As we've seen with some mods, not every idea has to be specifically rooted in reality. See the Procyon Vela for example, as the Mazda MX-5 doesn't have a different branded luxury version IRL (though, the Vela does make for a good idea as to what a luxury version would be like if Mazda went through with the Amati brand). Heck, even some vanilla cars aren't solidly rooted in reality. Take the Cherrier lineup, for example. None of the models are specifically based on one specific IRL car, rather a hodgepodge of modern French car design. So, what ideas have I cooked up? Let's take a journey into Bruckell's short and ill-fated venture into the Japanese kei-car market... Spoiler: 2002-04 Bruckell Donguri In 2000, Bruckell announced plans to enter the Japanese kei-car market, with it's first car being mostly designed and engineered in-house, but using a Hirochi powertrain, this being because Hirochi dealers were primarily where Bruckell and Soliad models were being sold in Japan. Bruckell also purchased an idled Hirochi plant that was originally slated for closure, saving a couple hundred jobs in the process. It was at this point, where the first signs of strain between the two manufacturers showed themselves. Hirochi gave Bruckell two options for powertrain, as to keep the American manufacturer from getting their hands on their latest 3-cylinder tech. They had to choose to either use the older, kei-compliant 660cc engine from the Talent kei-truck, or to use a modified version of the 1.3 engine from the Mistral, which had one cylinder bank lopped off and the remaining ones modified to fit the 660cc limit. For their first kei-car, Bruckell chose the option they felt would be easier to engineer around, which was the established Talent unit. The result was a round 2 or 4 door hatchback that had some styling cues resembling their Landscaper minivan (which wasn't sold in Japan, only the global Soliad Lansdale was sold there, as Soliad's only model in the market at the time). Wanting to appeal better to the local market, Bruckell took English names they had selected for their products translated to Japanese, with Donguri being Japanese for Acorn. While customers liked the styling of their first attempt at the market, they were also unenthused about the relatively rough running Talent-sourced engine. Sales were decent, but certainly not to the level that they had expected, but push forward Bruckell did... Spoiler: 2003-04 Bruckell Hanmā Very soon (like less than a week) after the launch of the Donguri, work on Bruckell's next kei project began. This time, they were using the existing Talent platform, powertrain, and truck bed, and also built in the same Hirochi plant as the Talent, but with an in-house designed cab and interior, looking to bring in some influence from their home-market pickup trucks. Donning the Japanese word for Hammer, Bruckell directly marketed the Hanmā to Japan's working class, which worked a bit, selling in slightly greater numbers than the Donguri. At this point, though, things really got strained between Bruckell and Hirochi. Hirochi was developing an all-new Talent lineup and was still refusing to let Bruckell use their new tech engines, though Hirochi did inform Bruckell executives that they would be allowed to use the new model's chassis and bed for an updated Hanmā. This infuriated Bruckell executives, who would, in secret, turn to another partner, before informing Hirochi executives that they would not accept their terms, and instead would be winding down production of both the Hanmā and Donguri by the end of 2004, and terminating their existing agreements with Hirochi, including sales agreements, though that part would actually have ended by the end of 2003...leading to more developments in this story... Spoiler: 2004-06 Bruckell Kōkai In 2004, while Bruckell was winding down production of both the Hanmā and Donguri, the signs for Bruckell and Soliad were coming down from Hirochi dealers across the nation in late winter, with new ones being put up at a rival manufacturer's dealers...Ibishu. In the summer of 2003, while Bruckell was signing their termination papers with Hirochi, they were also signing a new joint-venture agreement with Ibishu. The agreement would give Bruckell full access to Ibishu's 3-cylinder technology, including turbo tech that Hirochi had refused to give access to, plus platform and manufacturing access. Bruckell spent billions of yen on upgrading the former Hirochi plant they owned, and had also gained a stake in Ibishu's development center. The result of this new agreement saw it's first fruits in the summer of 2004, with the release of their Donguri replacement, the Kōkai, which is Japanese for Voyage. Unlike it's predecessor, the Kōkai offered all-wheel-drive, and turbo engine options. From summer until late fall, the Kōkai shared showroom and lot space with it's predecessor, which further infuriated Hirochi executives. The smoother powertrain options, refined handling, and styling that looked a bit less like their minivans, but still had a cute, round look, all brought customers in more than the predecessor, which largely languished on the lot, being less refined and largely outdated in comparison. Bruckell had one more trick up their sleeve, but serious trouble would be on the horizon... Spoiler: 2004-06 Bruckell Rikujō Co-developed with Ibishu, Bruckell had it's replacement for the vehicle that caused the divide between them and Hirochi. An all-new kei-truck, called the Rikujō, Japanese for Ashore. Intended to be the company's true tour de force in the market, it continued it's aim directly at the working class of Japan, but now offering cargo and passenger van models as well. Just like the Kōkai, the Rikujō would share space at dealers with the Hanmā, which largely languished on the lots until mid-2005. Sales of the Rikujō were rather spectacular, selling only 350 units less that year than the newly redesigned Talent, while the related Ibishu Kevin was a sales boon for Ibishu, outselling the Talent by 500 units that year. This massive success was the final straw for Hirochi executives, who filed a massive lawsuit against both Bruckell and Ibishu in the fall of 2005. While the courts actually ruled in favor of Bruckell and Ibishu, Bruckell executives felt a bit reluctant to continue in the kei market, not wanting to step on the toes of any other companies. So, in the spring of 2006, Bruckell and Ibishu agreed to modify their agreement. Bruckell would transfer ownership of the former Hirochi plant to Ibishu, and would terminate production of kei cars and trucks in the Japanese market by the end of 2006, though they would continue to market the Rikujō outside of the Japanese market for a minimum of five years. Bruckell would keep it's stake in Ibishu's development center, which would help Bruckell prepare import models for sale in the market. Bruckell would reduce the number of Ibishu dealers selling their products from 100% to around 25%, while Ibishu would assist Bruckell in developing their own standalone dealer network. Fortunately for Bruckell, this would help a lot when they decided to bring some of their new products from the US. At the time of their efforts in the kei market, Bruckell only had one other model in the showrooms, being their Resolute sedan, and Soliad had the 400S sedan and Lansdale minivan. In 2005, the 400S would be replaced by a new RWD platform 400, and the Resolute would be replaced by it's companion Bastion model. When kei production ended, Bruckell and Soliad dealers in Japan were left with just the 400, Bastion, and Lansdale, but a renewed interest in premium RWD-based sedans in the Japanese market, which saw major sales gains for ETK, helped bolster Bruckell's market share for the next decade or so.
Hello, yesterday night I designed this. I called it the ETK (W-Series) W8ttx. Ofc its inspired of the BMW X7, I would love to have a modern german suv in Beamng. Tell me what you think about it. I posted it on instagram hoping to get the beamng team's attention.
Maybe some sort of open wheel f1 style car. Yes, I know about Lucas BE's f4 mod, but it would be nice to have a vanilla one with maybe f3 f2 and f1 models added on.
Please make an AWD config for T Series. The triple axle and twin steer is great but it feels lacking when you use it to off-road. Theres plenty of real life examples of AWD Semis. Also would be cool if you gave T Series an adjustable Final Drive, it feels kinda slow even with a Race Block. it would be cool to see race/off-road configs for the T series aswell as bigger Off-road tires and race tires.
I would love you if you were to put in a reach stacker for shipping containers no actual good game with amazing physics like your game has it only place is FS22 and physics there are nothing compared to beamng.. So i beg you please!!!
Continuing on ideas that aren't rooted in reality, this one involves an enterprising Vietnamese company that saw what some Chinese companies were doing in the early 90s and decided to try their hand at it, to create a 'National Car' in the process. This is the story of Núi Tăng Automobile Corporation. Spoiler: Núi Tăng Vehicle History The story starts in 1991, when an engineer working for a Vietnamese textile company saw cars sold in his country that were examples of the 'copycat' side of the Chinese auto industry. This gave him the idea to start his own company, to help boost the country's own economy. That year, a handful of foreign cars were shipped into the country, stripped down, examined, and copied. The first three vehicles to get the treatment were the Ibishu Covet, Ibishu Hopper, and the Bruckell LeGran. The first two were imported from Japan, by way of China, while the LeGran was imported from Canada, by way of post-Soviet Russia. To the founder's surprise, only the imported Covet had a drivetrain in it, while the Hopper and LeGran were fully built rollers. While the Covet engine would likely suffice for 4-cylinder equipped models, they knew they needed a 6-cylinder engine for higher trim models. By the end of 1992, the company was established, calling itself Núi Tăng Automobile Corporation (Núi Tăng being Vietnamese for Rising Mountain), or NTAC for short, and they had acquired a contract for Chinese built Ibishu V6 engines. The following year, NTAC's first models were introduced to the local market. First was the NTAC Emerald, which was a copycat Ibishu Covet hatchback, offered in three trim levels: E, ES, and EL (base, sport, and luxury, respectively). The E trim is literally a copy of the base Covet, while the ES trim adds a turbocharger to the base engine, tuned suspension, and modified transmission, and the EL trim uses the V6 engine with a modified LeGran dashboard and LeGran front seats. Second came the NTAC Granite, a copycat Ibishu Hopper, offered in two trims: G4 and G6. Both trims were bare bones, based directly on the XT versions of the Hopper, the G4 using a turbocharged Covet engine, while the G6 used the Chinese-built Ibishu V6. Rear-wheel-drive and Four-wheel-drive were available on both trims, as well as hard and soft top options. A CT version was built, being a strictly military-use model (CT coming from chiến thuật = tactical). The third model was the NTAC Currant, which was a copycat of the 1984-88 Bruckell LeGran sedan, offered in five trim levels: CE, C4, C6, CL4, CL6. The CE trim was based on the Regulier, the C4 and C6 were based on the SE trim, and the CL4 and CL6 were based on the Luxe trim. The CE and C4 were only offered with the standard Covet engine, the C6 and CL6 used the Ibishu V6, and the CL4 used the turbocharged Covet engine. A station wagon was added in 1995, only offered in C6, CL4, and CL6 trims. NTAC came up with a plan to export their cars in 1994. They avoided exporting to the US, Canada, and Japan, all for obvious legal reasons, so the company settled on exports to four markets: Mexico, New Zealand, Russia, and South Korea, with RHD conversions for the NZ market being performed locally. Sales were strong in their home country, where Bruckell and Ibishu weren't established in the market, and sales in Russia and New Zealand were strong, but struggles were evident early in South Korea and Mexico. The South Korean customers weren't too fond of Vietnamese imports, and customers in Mexico preferred the existing Ibishu and Bruckell models over the cheaper NTAC versions. In 1996, NTAC imported the second generation Ibishu Pessima, in order to add a more modern sedan to their lineup and to replace the Chinese imported V6 with their own in-house copy of the more modern engine, as well as importing an I6 Gavril Roamer and a Soliad Lansdale, to add a more family-friendly SUV and a minivan to the lineup. 1997 saw the discontinuation of the Currant sedan, while the wagon remained in production, as there was no wagon version of the new Pessima. The Lansdale was a roller, just like the LeGran that helped start the company, so NTAC decided to try stuffing the Gavril I6 into cargo versions of the van, while passenger versions got the Covet engine and the newer Pessima V6. First to hit the market in 1997 was the NTAC Wolf, their copy of the Roamer, it was available in W and W4 versions, with the W4 being a four-wheel-drive version, both based on the base I6 Roamer, with few available options, except in New Zealand, where many options from higher trim Roamers were offered through local RHD conversion, including an NZ-exclusive fully loaded Zealandia edition, with luxurious leather interior, navigation, chrome alloy wheels, all-terrain tires, roof rack, and more. Soon after came the NTAC Stream, their copy of the second-gen Pessima, offered in 6 trims: S, SE, ST4, ST6, SL4, and SL6. The S trim was a bare bones car, only offered with the Covet engine. The SE was a step up, with the turbocharged version of the Covet engine, and a few additional features. The ST was the 'track' version, with either the turbocharged Covet engine (ST4) or the regular Pessima engine (ST6), and the SL was the loaded luxury model, with the same engines as the ST. In 1998, the Currant wagon was dropped, replaced with the NTAC Homestead, their copy of the Soliad Lansdale. The van was offered in multiple trims, starting with the Cargo H, which used the Wolf's Gavril I6 and rear-wheel-drive, the Cargo H4, which was a Russia and Vietnam exclusive all-wheel-drive version, and the passenger trims of H, HG4, HG6, HG6-4, HL4, HL4-4, HL6, and HL6-4. The H trim was a base, front-wheel-drive model with a turbocharged Covet engine, the HG was a mid-grade model that was offered in front-wheel-drive with the Covet turbo or Pessima V6, or all-wheel-drive with the Pessima V6, and the HL was the luxury-model offered with either the Covet turbo 4 or the Pessima V6, in front or all-wheel-drive. The company wouldn't introduce another model, and would end production in 2005. The Emerald would see a heavy facelift that was designed in-house in 1999, the Granite receiving a minor facelift in 1998, the Wolf would see a minor facelift in 2002, and the Homestead would see a major facelift in 2003. A summary of their lineup: Emerald (compact hatch): 1993-2005 (in-house designed facelift in 1999) Granite (compact SUV): 1993-2005 (in-house designed facelift in 1998) Currant (midsize sedan/wagon): 1993-96 (sedan) 1995-97 (wagon) Wolf (fullsize SUV): 1997-2005 (in-house designed facelift in 2002) Stream (midsize sedan): 1997-2005 Homestead (minivan): 1998-2005 (in-house designed facelift in 2003)
Maybe a car made by ibishu in 1997 it is more sportier than a pessima and lighter than a ibishu pigeon its a compact sedan with RWD its top speed is 130-145mph (209-233kph) it is a Japanese/European car with around 245hp-300hp the engines it can possibly have is i3 & i4 or i6 or a detuned 2.5 - 3.0L v6 it has a similar body towards the pessima and the sunburst but its 70% the same size as the sunburst i dont have a name for it because im to lazy for a name lol
I would really want a 4 door saloon from the 2000s that has a wagon aussie ute coupe variations with a big v8 v6 option and a roo bar style bumper that is common in australia and big trick mudflaps aswell and to be able to slam it on the ground and make a race version of the ute and saloon
